Internal-combustion engine.



W. JOHNSON. INTERNAL COMBUSTION ENGINE. APPLICATION FILED HAB..21, 1910.

Patented Nov. 22, 1910.

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W JOHNSON INTERNAL COMBUSTION ENGINE. APPLIUATION FILED HA3 1 19Patented Nov. 22, 1910.

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SW01; William Johnson WILLIAM JOHNSON, OF MONTAGUE, MICHIGAN, ASSIGNOROF ONE-HALF TO GEORGE H. NELSON, OF WHITEHALL, MICHIGAN.

INTERNAL-COMBUSTION ENGINE.

To all whom it may concern:

Be it known that I, \VILLIAM JOHNSON, a citizen of the United States ofAmerica, residing at Montague, in the county of Muskegon and State ofMichigan, have invented certain new and useful Improvements inInternal-Combustion Engines; and I do hereby declare the following to bea full, clear, and exact description of the invention, such as willenable others skilled in the art to which it appertains to make and usethe same.

My invention relates to improvements in internal combustion engines andmore particularly to that class commonly known as the four cycle type;or in other words, an internal combustion engine, which completes acycle of operations during four strokes of the piston and in which theValves are opened by fluid pressure only, and its object is to providean engine which is simple in operation and construction, and to providethe same with various new and useful features, hereinafter more fullydescribed and particularly pointed out in the claims, reference beinghad to the accompanying drawings, in which:

Figure 1 is a longitudinal vertical section of a device embodying myinvention; Fig. 2 a rear elevation of the same; Fig. 3 a transversevertical section on the line 3-3 of Fig. 1; Fig. 4 a vertical section onthe line 4:4: of Fig. 1 showing the intake and exhaust valves; Fig. 5 ahorizontal section on the line 55 of Fig. 1; and, Fig. 6 the same on theline 66 of Fig. 1.

Like numbers refer to like parts in all of the figures.

1 represents the cylinder of the engine, and 2 the piston, which latteris connected to the crank shaft by a connecting rod and reciprocateswithin the cylinder in the ordinary way. An inner member 3 substantiallycylindrical in shape is screwed into a partition near the upper end ofthe piston and is outwardly flanged at its lower end to engage aninwardly projecting flange near the lower end of the piston, beingspaced apart from the walls of the piston to form an. annular chamber 4within the piston. An opening 6 from the chamber 4 is provided in thewall of the piston and is arranged to come opposite a correspondingopening or port 5 in the cylinder 1 when the piston is at the end of itsupstroke. The

Specification of Letters Patent.

Application filed March 21, 1910.

Patented Nov. 22, 1910.

Serial No. 550,631.

port 5 communicates by the passage 9 with the lower end of a smallcylinder 10. The chamber 4 is also provided with a port 7 whichcommunicates with an opening 8 in the side of the cylinder at the end ofthe upstroke of the piston, thus providing an ex haust for the cylinder10 into the open air or elsewhere as preferred.

A piston 11 in the cylinder 10 is attached to the lower end of a pushrod 12 which carries the exhaust valve 13 at its upper end and a spring15 is provided which holds the valve normally on its seat. To adjust thetension of the spring 15, its upper end is engaged by a lever 16 pivotedat one end and adjustably held in place by a sector 18 and clampingscrew 17.

An intake pipe 19' provided with an ordinary spring actuated check valveis placed over the inlet opening which communicates with the cylinder 1through the passage 14;. The exhaust valve 13 also opens into thepassage 14 and a pipe 20 is placed over the exhaust opening to carryaway the exhaust.

The operation of the engine is as follows: With the piston at the upperend of its stroke, as shown in Fig. 1, and the cylinder containing acompressed charge of gas, the charge is ignited in the usual way, and asthe piston reaches the lower end of its stroke, it uncovers the port 5admitting a portion of the burned charge into the cylinder 10. It willbe noticed that the area of the piston head 11 is greater than that ofthe valve 13, consequently the valve will be lifted from its seat, andas the piston 2 rises and again closes the port 5, the charge will beconfined within the cylinder 10 holding the exhaust valve open, andallowing the exhaust charge to escape therethrough during the up-strokeof the piston 2. As the piston reaches the end of its up-stroke, theopening 6 communicates with the port 5, releasing the charge within thecylinder 10 into the chamber 4: and out through the port 7 and passage8, allowing the valve 13 to drop to its seat where it is held by thespring 15. The next down stroke of the piston will take in a freshcharge of combustible mixture through the intake valve, the Lip-strokewill compress it, and the operation will be repeated. The engine speedis regulated by adjusting the tension of the spring 15. When the speedincreases, the inspiration vacuum increases and the said spring willyield and dilute the charge by permitting the exhaust valve to open alittle and the higher the resistance of the spring, the higher the speedbefore this diluting will occur. Obviously this spring tension may beadjusted by any well known form of governor if preferred.

What I claim is:

1. An internal combustion engine com prising a main cylinder, anauxiliary cylinder, a piston in the auxiliary cylinder to operate anexhaust valve for the main cylinder, a hollow power piston in the maincylinder having two side ports to exhaust the auxiliary cylinder, a portconnecting said cylinders opened by the main piston when at one end ofits stroke and communicating with one side port when the saidpiston isat the other end of its stroke, a port in the main cylindercommunicating with the open air and with the other side port in thepiston; and an inner cylinder in the power piston to receive aconnecting rod and spaced apart from the power piston to form a chamberconnecting the side ports.

- 2. In an engine of the class described, a power cylinder and anauxiliary cylinder, said power cylinder having a side port communicatingwith the auxiliary cylinder, and another side port, communicating withthe open air, a hollow piston in the power cylinder, having side portsand a tubular member within said piston having an open end to receive aconnecting rod, and flanged at the lower end, and also spaced apart fromthe piston to form a chamber in the piston connecting the side ports inthe same.

3. In an engine of the class described incombination with a maincylinder and an auxiliary cylinder, the main cylinder having side ports,one port communicating with the auxiliary cylinder and the other portcommunicating with the open air, a power piston in the main cylinderhaving side ports, and an annular chamber connecting the side ports, anda cylinder in the piston open at the lower end to receive a connectingrod, and having an outwardly projecting flange at the lower end securedto the piston.

In testimony whereof I affix my signature in presence of two witnesses.

WILLIAM JOHNSON.

Witnesses I. L. LANFORD, EMILY LANFORD.

